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Big Turbo A4 Build

Here is my winter project! After being tired of my K03, I have decided to go all out and install either a Precision 5558 ball bearing turbo or a Garrett GTX3582r. I will be installing the following parts to complete the setup
For the engine internals:
○ IE Rifle Drilled Rods
○ Wiseco 9.6:1 pistons
○ Clevite stock tolerance rod bearings
○ ARP main studs, head studs, and camshaft girdle (valve cover) bolts.
For everything else:
○ Cast log-style T3 manifold
ē Depending on fitment, the turbine housing may come in contact with the motor mount bracket since the manifold places the turbo further back than the stock location. With that being
said, I can shave away at the motor mount bracket, or create or J pipe from the manifold so the turbo will be mounted on top.
○ While I have the engine disassembled, I am replacing all the gaskets, timing chains and guides, etc.
○ I am currently running ECS' Lufteknic Intercooler
○ Custom intake manifold with an integrated secondary fuel rail for port injection.
Fueling!
○ As we all know with our B8's, when it comes to high horsepower, the injectors we have will not cut it.
○ For the in tank pump; I have a walbro 450 E85 compatible pump.
○ upgraded HPFP
○ the injectors I plan to run will either be Opel or Bosch injectors, but these will only get me to +- 400whp (from what I have researched).
ē with the port injection; I plan to run bosch style injectors, controlled by AEM's FIC. I will need to figure out what size injectors I will need.
○ I have the option to run W+M, but I have not decided on it.
Tuning!
○ Many people have recommended all sorts of tunes, and tuners. I will have to do my research, I would typically go to Mirza in NJ, but he seems to be AFK....
Turbo!
○ I am in between the two turbos
ē both will be t3 in/4 bolt out, with a .64 turbine housing.
○ For the water and oil feed/return
ē IE oil feed adapter (-4 AN)
ē IE oil return (-10 AN)
ē ATP banjo bolt and crush washers for the coolant return, 3/8 hose from coolant feed into the return on side of block. (Not needed on the PTE or Garret)
ē AN lines and fittings
I will update the thread as parts come in!

It sounds like a cool project. Since youíre going with some IE internals, you may want to email Peter Blais (owner and engineer at IE) and see if heís willing to write a custom file for you. He already has the box code for the B8 A4. They also sell turbochargers but only Borg Warner.

It sounds like a cool project. Since youíre going with some IE internals, you may want to email Peter Blais (owner and engineer at IE) and see if heís willing to write a custom file for you. He already has the box code for the B8 A4. They also sell turbochargers but only Borg Warner.

IE is known for their hardware but Peter is also good at tuning as well. I just received my 6th revision on a custom Stage 2 e-tune. Iíve been sending him datalogs and each new file has improved the performance. It pulls really strong for a K03.

Im thinking about putting a big turbo on my MK7 GTI. Peter tuned his brother Dave (co-owner of IE) MK7 Golf R to put down over 400 AWHP on the stock turbo. Iím hoping he can do something similar for me.

Here is a cool article about Integrated Engineering, there is a video clip at the end with Pete showing off his 600 WHP MK6 GTI:

loving the cam cover wrinkle red, i would have done that already on mine if it wasnt for the fact that it holds the cams down lol

Yeahhhhh there's no real good way to remove the girdle without removing the timing chain. I know one guy did it without removing the chain and once he removed the last bolt to the girdle the cams moved and it skipped timing. It was a mess lol

Thanks dude! And when you get around to it you should definitely post a pic of the wrinkle blue! Just a reminder you need to use a special anaerobic sealant for the valve cover. D 154 103 A1 is the sealer part number.

Thanks dude! And when you get around to it you should definitely post a pic of the wrinkle blue! Just a reminder you need to use a special anaerobic sealant for the valve cover. D 154 103 A1 is the sealer part number.

Will do! I got a laundry list of things coming up that I need to do. Replace all wheel bearings and full timing chain job and replace valve cover sealant and do a carbon cleaning and camshaft adjuster magnet.

I will report back with pics of valve cover. I know a mk6 user said it could only be painted a special way but you say you just sandblasted and did the paint so Iím confused on that if you could shed some light thanks!

Will do! I got a laundry list of things coming up that I need to do. Replace all wheel bearings and full timing chain job and replace valve cover sealant and do a carbon cleaning and camshaft adjuster magnet.

I will report back with pics of valve cover. I know a mk6 user said it could only be painted a special way but you say you just sandblasted and did the paint so Iím confused on that if you could shed some light thanks!

You can paint it however you want lol, I've never heard of a special way to paint valve covers besides to prep the surface and make sure everything is clean and masked off. I only sandblasted it to get the smoothest surface as possible.

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Really interested with the turbo install, what exhaust are going with

Currently it's catless with a custom bent 2.5in piping. I welded in a vibrant bottle resonator and ultra quiet resonator. When I get the turbo mounted I'm going to have to make a downpipe, stock one will not fit. I'll attach a sound clip.

How much does it cost of all the internals? Would it be more expensive than buying a brand new S4? I know you guys are enjoying the process of building a engine. I wish someone can teach me how to build a car engine from scratch.

How much does it cost of all the internals? Would it be more expensive than buying a brand new S4? I know you guys are enjoying the process of building a engine. I wish someone can teach me how to build a car engine from scratch.

Walbro 450 in the tank, upgraded hpfp, injectors off a b8.5 flex fuel allroad. Water/meth injection. And possibly port injection. I have an AEM FIC controller but it'll be a challenge to wire into the ECM. If I can figure it out the I'll run it but I'm not really looking into turning my daily into a racecar lol

So, I have a legitimate question - and I don't mean for this to sound like a criticism at all - it's something I'm genuinely curious/concerned about.

Over the past couple of years, I've seen a few handfuls of people attempt these one-off big-turbo builds. I totally appreciate the effort and love the desire to push the platform further, but it seems like every build falls on it's face the exact same way. People go through the hardware upgrades and complete the engine build without having a confirmed plan for tuning in place. Usually it seems like after a few weeks or months of searching, or trial and error with numerous tuners and custom files that always seem to underwhelm or fall short, and the project gets scrapped with loads of regret.

Now don't get me wrong, I want you to succeed. I want you to easily break 400+AWHP and set the bar higher for the community. But why push ahead on all these hardware upgrades without having a confirmed Plan A (and a Plan B for that matter) in place with a tuner to best utilize the hardware choices you're making?

I guess what I'm saying is, these builds always seem to historically fall short when it comes time to tune. So why not gameplan the strategy with a tuner (or two) ahead of time to help mitigate that risk?

So, I have a legitimate question - and I don't mean for this to sound like a criticism at all - it's something I'm genuinely curious/concerned about.

Over the past couple of years, I've seen a few handfuls of people attempt these one-off big-turbo builds. I totally appreciate the effort and love the desire to push the platform further, but it seems like every build falls on it's face the exact same way. People go through the hardware upgrades and complete the engine build without having a confirmed plan for tuning in place. Usually it seems like after a few weeks or months of searching, or trial and error with numerous tuners and custom files that always seem to underwhelm or fall short, and the project gets scrapped with loads of regret.

Now don't get me wrong, I want you to succeed. I want you to easily break 400+AWHP and set the bar higher for the community. But why push ahead on all these hardware upgrades without having a confirmed Plan A (and a Plan B for that matter) in place with a tuner to best utilize the hardware choices you're making?

I guess what I'm saying is, these builds always seem to historically fall short when it comes time to tune. So why not gameplan the strategy with a tuner (or two) ahead of time to help mitigate that risk?

I'm glad you brought this up, I've planned this whole project for the past year or so. I've talked to A LOT of tuners, some were confident, some were iffy, some just left me on read, it seems like some of the big turbo guys used maestro or whatever it is. I'm not looking for any ridiculous power numbers, just something fun and unique. In the past month or so, I reached out to Peter Blais from IE and he will be helping me out with the tuning. He's all for it, he thinks port injection might be overkill, but we will see what it comes too.

In the past month or so, I reached out to Peter Blais from IE and he will be helping me out with the tuning. He's all for it, he thinks port injection might be overkill, but we will see what it comes too.

I see you took my advice :-)

Pete has done an awesome job with my custom Stage 2 tune and I plan to reach out to him when it comes to my future turbo swap.

I'm glad you brought this up, I've planned this whole project for the past year or so. I've talked to A LOT of tuners, some were confident, some were iffy, some just left me on read, it seems like some of the big turbo guys used maestro or whatever it is. I'm not looking for any ridiculous power numbers, just something fun and unique. In the past month or so, I reached out to Peter Blais from IE and he will be helping me out with the tuning. He's all for it, he thinks port injection might be overkill, but we will see what it comes too.

Awesome! Thanks for clarifying a little of the behind-the-scenes effort on this, and I'm glad that you have someone on board already who's able to consult and advise along the way.
Good luck man and I'm eager to see this beast up and running. Keep at it!

Did some test fitting of the turbo after work. I ended up getting the Garrett with a Precision-style ported cover. The downside is that the motor mount bracket will not fit, I knew this was going to happen so I came prepared.

I can either A: fabricate a J pipe and make the turbo sit top mount B: I have a nifty tool from my college that scans things into Solidworks. So what I can do is scan the motor mount brakcet into Solidworks and modify it to fit.
You may think that's a ton of work but it's no big deal IMHO (says the mechanical engineering Major). I can 3D print the bracket to test fit, then if I'm satisfied send it off to be made.